Transmission control



Nov. 7, 1950 c. A. NERACHER TRANsuIssIoN coNTRoL INVENTOR. cg?? Nerrcze 7 3 Sheets-Sheet 1 Filed Aug. 30, 1946 Nov. 7, 1950 l c. A. NERACHER 2,528,772

'rRANsuIssIoN coNTRoL Filed Aug. 30, 1946 3 Sheets-Sheet 2 INVENTOR. cdr? /Veraczcrt Nov. 7, 1950 c. A. NERACHER TRANSMISSION connor.

3 Sheets-Sheet 5 Filed Aug. 30, 1946 Bri INVENTOR. Car? /77 /VeracZr BY #an/AMM Patented Nov.. 7, '1950 TRANSMISSION CONTROL Carl. A. Neracher, Detroit, Mich., assignor to Chrysler Corporation, Highland Park, Mich., a' corporation of Delaware Application August30, 1946, Serial No. 694,084 13 claims. (cima- 3.5)

This invention relates to automotive vehicle transmission controls and more particularly to the combination of automatic means for changing the speed ratio drive of the transmission with damping means which controls the automatic means and with manual means for changing the speed ratio drive independently of the damping means.

Apparatuses for automatically changing the speed ratio drives in motor vehicle transmissions have been developed. These apparatuses are usually responsive to driver signal as, for example, by throttle closing within predetermined vehicle speed limits to initiate a cycle including a clutch disengagement, a change in transmission speed ratio drive and a clutch reengagement. The transmissions usually have incorporated therein a synchronizer, one type oi which is illustrated and described in Patent No. 2,238,723 issued to O. E. Fishburn on April 15, 1941. A fast, nonyielding application of force to the controls of such transmissions is undesirable as the synchronizers require a time interval in which to operate. In automatic control systems it has been found necessary to incorporate a means for rendering the application of force to the transmission control lever somewhat yielding in nature. In addition it has been found desirable to dampen the movement of transmission elements by a dashpot or equivalent device to avoid clashing of the elements and to eiect a quiet shift. It is common to provide a manual control of the transmission elements and because a control of this type is' inherently slow in motion and regulated by the driver the damping and yielding means referred to above are not required in the manual control system. In fact, they are undesirable in the manual system because a dashpot or its equivalent increases the manual force required to control the transmission.

It isan object of this invention to selectively move a single transmission control element either by automatic means which is regulated by damping means or by manual means which is adapted to actuate the control element independently of the damping means.

The invention will be described herein in conjunction With a suggested transmission and clutch control apparatus as a typical application thereof although it is not intended that the invention be limited to the associated apparatus described therein.

In the drawings y:f

Fig. 1 is a longitudinal sectional elevation through the main clutch mechanism;

Fig. 2 is a vertical section of a transmission;

Fig. 3 is a sectional elevation of a portion of the mechanism carried by the transmission hous- Fig. 4 is a section on the line 4 4 of Fig. 3;

Fig. 5 is a section on the line 5-5 of Fig. 3;

Fig. 6 is a vertical section of selector apparatus on the lower portion of the manual shift control rod;

Fig. 7 is a -view'talren on the line 'i-l of Fig. 6;

Fig. 8 is a diagrammatic view of a transmission and clutch control apparatus of which my invention forms a component part; and

Fig. 9 is a partial vertical section of a dash pot.

In a motor vehicle, the usual internal combustion engine having a crankshaft 20 drives through iiuid coupling 2| and a conventional type of friction main clutch 22 through shaft 23 to a variable speed ratio transmission 24 from which the drive passes from the output shaft 25 to the vehicle rear wheels in the usual manner.

The engine crankshaft 2i) carries the vaned fluid coupling impeller 26 which in the Well known manner drives the vaned runner 21 whence the drive passes through hub 28 to clutch driving member 29; This member then transmits the drive when clutch 22 is engaged as in Fig. 1, through driven member 30 to the transmission driving shaft 23 carrying the main drive pinion 32. A clutch pedal 33 controls clutch 22 such that when the driver depresses this pedal yoke 34 and collar 35 are thrust forward to'cause levers 36 to release the clutch driving pressure plate 31 against springs 38 thereby releasing the drive between runner 2l and shaft 23. The primary function of the main clutch 22 is to enable shifts to be made manually or automatically in transmission 24.

Referring to the transmission in Fig. 2 the main drive pinion 32 is in constant mesh withthe gear 4U of the countershaft gear cluster mounted for rotation on the countershaft 4I. cluster according to well known practice, comprises a low speed gear .42, a second speed gear 43, and a reverse gear 44 which is in constant mesh with the reverse idler gear 45. The transmission driven shaft 25 extends rearwardly to drive the groundwheels of the vehicle.

The driven shaft 25 has mounted thereon the low speed and reverse gear 47 splined to the driven shaft for selective meshing with the countershaft low speed gear 42 or the reverse idler gear 45 for respectively transmitting low speed drive to the driven shaft 25 `or the drive thereto in a reversedirection. Freely rotatable on shaft 25 is the second speed gear lli-in constant mesh with the countershaft gear 43 for. transmitting a second speed ratiodrive. The gear 32 drivingly carries This gear a set of circumferentially spaced external clutch teeth 49. In a similar manner the gear 48 drivingly carries a set'of clutch teeth 50.

Splined on the shaft 25 adjacent the forward extremity thereof, is an axially shiftable collar or sleeve 5|. Blocker teeth rings 52 and 53 are carried by sleeve 5| and are lprovided with friction means (not shown) adapted to selectively cooperate with friction means provided with teeth 49 and 5|). The blocker teeth rings 52 and 53 are adapted for slight rotation relative to sleeve 5| to facilitate synchronizing of gear speeds prior to clutching of shaft through collar 5| with either gears 32 or 48 in a manner well known in the art.

The transmission is illustrated in its neutral position. To establish the direct or high speed driving connection between shafts 23 and 2'5. the collar 5| may be shifted axially to the left as viewed in Fig. 2 by the control means hereinafter described to engage the teeth 49 drivingly connected to the gear 32 carried by the driving shaft 23. The collar is drivingly carried by the shaft 25. 'I'he second speed driving connection is established bysimilarly moving the collar 5| to the right as viewed in Fig. 2 to engage teeth'50 carried by gear 48. The first or low speed is obtained by moving gear 41 which is splined to driven shaft 25 forwardly in Fig. 2 into engagement with the countershaft low speed gear 42. The drive then occurs from shaft 23 through main drive pinion 32, countershaft gear 40, countershaft low speed gear 42, gear 41, and driven shaft '25. Reverse drive is obtained by engaging `gear 41 with reverse idler gear 45. The transmission mechanism thus described is an embodiment `conventionally employed in motor vehicles.

Transmission 24 is provided with control means comprising selector cam 55 keyed to shaft 58 which is keyed to selector lever 51. Rotation of selector lever 51 rotates cam 55, the outward end of cam 155 is lifted by this movement (see Figs. 3 and 5). Control shaft 5'8 (Fig. 3) is rotatably mounted in the transmission housing. Cylindrical lever 59 surrounds shaft 58 and pin 86 mounted normally to the axis 'of the shaft fastens the lever to the shaft. Relative axial rotation is prevented by pin 68 but slight rotation of lever 59 on pin 59 is possible. Cylindrical lever 59 is provided with finger 6| adapted to penetrate the openings provided in forks 62 and 63 on shift rails 84 and 85. Spring 66 urges finger 6I to its downward position. yFork 62 engages collar 61 on low speed and reverse gear 41. Fork 63 engages collar 5| for selecting second or direct transmission drive. Gear shift fork guide rail 68 supports the weight of forks 62 and 63. As illustrated in Fig. 4, finger 6| is normally in engagement with the fork 63 on the second speed and direct drive shift rail.

In operation, finger 6| is lifted or lowered to select the fork 62 or 63 which finger 8| is to move. Rotation of shaft 58, cylindrical lever 59, `and finger 6| move the selected shift rail, fork, and collar to the left or right in Fig. 2 depending upon the direction of rotation of shaft 58. Lever 59 is provided and keyed to shaft 58 to rotate the latter.

Manual means are provided in the apparatus illustrated in Fig. 8 for the operation of the clutch and control of the transmission speed ratio drive. The clutch pedal33'is rotatably mounted at 18 on a shaft, not shown. An extension 33 of clutch pedal 33 depends below rotatable mounting 10 and has fixed thereto a pin 1|. A torque shaft 12 has one end thereof rotatably mounted on the vehicle frame, not shown.` and the other end rotatably mounted adjacent the engine block, not

,. arm v18 vwith pin 1|.;"A slot 88 provided in rod 19 permits relative movement in one direction between rod 19 and pin 1|. A collar 13 is keyed to torque shaft 12. Collar 13 is provided with a depending arm 14. A rod 15 connects arm 14 with clutch throwout fork 16 which is pivoted at 16. It will thus be seen that depression of clutch pedal 33 rotates extension 33' about rotatable mounting 18 and through pin 1| retractsrod 19 and rotates arm 18, shaft 12, collar 13, and arm 14 to push a rod 15 and rotate clutch throwout fork 16 about its pivotal mounting 16' thereby moving collar 34 and disengaging the clutch 22.

A manual shift control rod 82 is shown in Fig. 8 as supported-by the steering column housing 83 by bracket 84. The manual shift control rod 82 is slidably mounted in the bracket 84 and adapted for both axial and rotary movement. As is usual in the art, the axial movement is adapted to select 1e transmission shift rail 64 or 6-5 which is to be moved by finger 8| (Fig. 4), and rotation of the shift control rod 82 slides the shift rail in one of two directions (depending upon the direction of rod rotation) through the rotation of shaft 58 (Fig. 3) as described above. This effects the desired transmission speed ratio drive connection. A pair of spaced circumferential collars 85 and 83 located adjacent the base of rod 82 receive therebetween the end of a lever 81 which is rotatably mounted at 3| adjacent its mid portion to the steering Acolumn housing 83. A rod 88 connects lever 81 with transmission selector lever 51. Axial movement of rod 82 is transmitted through this linkage to the selector lever 51.

An arm 89 is keyed to rod 82 and carries with it through pin 90 an arm 9| during manual rotation of rod 82. A depending rod 82 connects arm 9| with a rotatable lever 93 mounted on shaft 94. An arm 95 of lever 93 isconnected to transmission shift lever 69 through rod 98. Rotation of rod 82 through the linkage just described rotates shift lever 69 and shaft 58 (Fig. 3) for manual transmission control.

In Fig. 8 automatic means have been superimposed on the manual controls just described. The automatic means depends for actuation upon the closing of a switch 91 provided adjacent the collar portion of rod 82 and it also depends upon the deactivation of manual control rod 82. Figs. 6 and 7 illustrate a Vmechanism by which this is accomplished. The shift control'rod 82 is provided with a spring 98 which urges arms 89, 9|, bolt 99, andthe rod 82 to a downward position or to the left in Fig. 6. It should be noted that a space is provided above the position of arm 89 illustrated in Fig. 6 in which this arm and the rod 82 may move to the right thereby permitting normal selection during man.. ual operation. A lug |08 on steering control rod housing 83r engages a` portion of rod 89 to limit the movement of rod 89 to the left in Fig. 6. `A shoulder ||J| on rod 82 engages collar 85 and the collar is secured to the rod 82 by nut 99. The only connection between arms 89 and 9| is made by a pin carried byarm 9| and which penetrates an opening 38 provided in arm 89. Thus arms 89 and 9| are adapted' to rotate together but may be separated by axial movement of rod 82. A collar |02 secured to the lower end of- Clutxh throwout fork 16 engages collar 34.

shift control rod 82 by nut 99 has a slot |03 provided therein and a spring |04 positioned above the slot. A detent |05 secured`to the steering column housing 83 is adapted to penetrate the slot |03 when the shift control rod 82 is rotated to a predetermined position, prefer" ably the second speed position usually provided in a transmission. Thus when the rod 82 is rotated to the predetermined position, further downward motion is possible with the detent |05 entering slot |03 instead of engaging collar |02. The detent restrains arm 89 from movement and since the arm 9| is engaged by shoulder |0I on rod 82 the arms 89 and 9| are separated and the pin 90 leaves the opening |36. The switch 91 is closed by this movementand the rod 82 is operatively disconnected from the rod 92 so that any automatic actuation of levers `513 and 69 will not be transmitted to the rod 02. It should be noted that the additional downward movement of rod 82 required to close switch 91 rotates arm 81 and moves rod- 88 and selector lever 51. This is possible because as shown in Fig. 3 the cam 55 is not connected to finger 6| and is capable of pnrestricted downward motion.

is adapted to selectively open and close this con nection and vent cylinder |01. A differential pressure actuated motor is utilized as a prime mover of the automatic control means. This comprises a piston ||0 which is slidably mounted in cylinder |01 and a spring which acts on piston ||0 and reacts on housing |06 to urge piston ||0 to one end of cylinder |01. Manifold low pressure or vacuum as itis commonly referred to, overcomes spring when valve |09 is open. Piston rod ||2 connects the piston ||0 with yan arm ||3 carried by a collar |4 rotatably mounted on torque shaft 12. The collar 11 previously referred to is provided with an extension ||5 adapted to be engaged by the arm ||3 when the latter is rotated in a counterclockwise direction. When cylinder |01 is connected with the manifold through valve |09 and tubular passage |08, piston ||0 is raised and piston rod ||2 rotates arm ||3 in a counterclockwise direction. Arm ||3 engages and carries therewith the extension ||5 of collar 11 thereby rotating the collar. The collar 11 is keyed to the torque shaft 12 and the torque shaft 12 is thus rotated. Rotation of the shaft 12 rotates the collar 13 keyed thereto and the depending arm 14 pushes rod 15, rotates clutch throwout fork 16. Vand disengages the clutch 22. The rotation of the collar 11 and depending arm in this counterclockwise direction does not cause a depression of the clutch i pedal 33 because of the cooperation of the slot 80 in rod 19 and the pin 1|. This pin and slot combination permits movement of rod 19 to the right in Fig. 8 without an accompanying depres- 6 efl'ects changes in speed ratio drive'between a relatively slow drive of the driven wheels and a -relatively fast drive or between second and direct Fig. 2 transmission. The torque shaft 12 is provided with a collar ||8 which is rotatably mounted thereon. An arm ||1 is carried by collar H8.

The arm ||1 is designed to actuate a.. device referred to as an alternator and generally designated by the numeral ||8. Alternator ||8 is adapted to translate 'successive counterclockwise rotations of arm |1 to alternate counterclockwise and clockwise rotation of transmission shaft 58 (Fig. 3). Referring'to the alternator in Fig. 8, a support plate ||9 is secured to a stationary object, not shown. A pin |20 projects from the surface of plate I I9. A pair of upwardly extending lingers |2| and |22 are rotatably Vmounted on a lever |23 on Y ppposite sides of its..

fulcrum |23. Spring |24 connects fingers |2| and |22 and urges them toward each other. The fingers |2| and |22 each have a recessed portion with a shoulder |25 adjacent the upper end thereof. A bifurcated lever |26 is rotatably connected to arm ||1 and has a pin |21 protruding from each fork thereof. The pins |21 are adapted to selectively engage the shoulders l |25 of fingers |2| and |22. A pair of pins |28 and |29 guide the n'gers and cooperate with the arcuate paths of the connections of the fingers with lever |23 to direct the shoulder |25 portion of the fingers toward the pin |20 when the finger occupies its highest position in Fig. 8. A link |30 and bellcrank I3| transmit motion of lever |23 y to a rod |32. In the alternator with the parts in the position shown in Fig. 8, downward motion of arm ||1 will pull lever I 2B downwardly and one pin |21 will push nger |2| downwardly thereby rotating lever |23 in a counterclockwise v direction about fulcrum |23', raising link |30, rotating bellcrank |3|, and pulling rod |32 to the left. With lever |23 in this position linger |22 has been raised and the portion thereof connected to lever |23 has been swung outwardly on an arc about the fulcrum |23' with the spring |24 urging the upper portion thereof to the left as far as pin |29 will permit in Fig. 8. When arm ||1 is raised the bifurcated lever |28 is sion of clutch pedal 33. When valve |09 closes centered by the cam action of nin |20 in the crotch thereof so that on its next downward movement the other pin |21 engages shoulderv |25 of nger |22 to reverse the movement described above and to thereby push on rod |32. Through this mechanism each successive downward motion of arm ||1 reverses the movement of rod |32. The arm ||1 is rotated in a counterclockwise direction to initiate the movements described above each time the piston ||0 is actuated by the connection of cylinder |01 with the manifold vacuum. As the cylinder is raised in Fig. 8 by the manifold vacuum and the piston rod I2 rotates the arm ||3 in a counterclockwise direction the collar ||4 is rotated ina counterclockwise direction. The collar ||4 and -the collar ||6 are each rotatably mounted on ||8 may be actuated asA that' motion of rod m through the lever e:

actuates the rod 96 previously described as connected to the transmission shift lever 69. Thus each successive upward movement of piston '-induces a motion of shift lever 69. These successive motionsv alternate between clockwise and gagement with the shift rail 65 at all times when the selector lever 51' is not actuated. During automatic control the selector 511s not actuated for reasons explained with regard to Fig. 6. Therefore, the successive clockwise and counterclockwise motions of shift lever 69 cause the shift rail 65 to move alternately to the left and to the right in Fig. 2 thereby moving the collar 5| to the left and to vthe right and causing alternate drives to occur in second speed or direct drive in the transmission of Fig. 2. The spring is adapted to store force transmitted thereto by piston ||0 until the blocker teeth 52 are able to utilize the force to effect a change in transmission speed ratio drive. The movement of the piston is rather sudden and a time interval is re iuired for the Asynchronizer tov act.

Carburetor throttle lever is controlled by accelerator pedal |5| through conventional linkage illustrated in Fig. 8. Rod |52 connected to accelerator pedal |5| has its other end connected to lever |53 keyed to rotatably mounted shaft |54. A lever |55 is also keyed to shaft |54 for rotation therewith and rod |58 connects lever |55 with throttle lever |50. Thus actuation of accelerator pedal |5| through rod' |52, lever |53,

rod |54, lever yr|55, and rod |56 rotates throttle lever |50.

Means to control the actuation of the piston ||0/ is illustrated in Fig. 8. A grounded source |60 of electric energy is connected through ignition switch |6| to a switch 91 by electrical conductor |62. Switch 91 is adapted to be closed when the shift control rod 82 is placed in a predetermined position as described above. Electrical line |63 connects switch 91 with a switch |64 adapted to be closed when the throttle is substantially closed. Line |65 connects switch |64 with a two-way shift rail switch |66 having a finger |61 thereon adapted to be engaged by) abutments on an extension |68 of the transmission shift rail 65. A first circuit in switch |66 is disconnected and a second circuit is connected when the shift rail has completed its movement.

. 8 linkage Hz, m, Ils, shaft 12, collar 13, rod 1l, and clutchl throwout fork 16. -This motion of the piston also causes a delayed movement of transmission shift lever 69 and shift rail 65I through arm H3, collar ||4, arm` |33, spring |35. collar ||6, arm ||1, alternator H8, rod |32, lever 83, and rod 96. The change in speed ratio drive caused by moving shift lever 69 moves the 'shift rail 65 and its extension |68 breaks the circuit at switch |66 thereby deenergizing solenoid valve |09 and permittingv spring to move piston ||0 to the 1ower end ofthe cylinder permitting the clutch to reengage. The switch |66 is now connected with its other circuit and a complete electrical circuit will be made when the governor |69 connects the outlet terminal I1".` with the other inlet terminal below a predetermined vehicle speed and the driver closes the throttle switch |60 by releasing accelerator pedal |5|. The electrical circuit then being complete the` solenoid valve |09 is energized and the piston 0 raised to repeat the process. The alternator I8 will this time move the transmission shift lever 69 in the reverse direction from that previously experienced. The shift rail 65 will be moved and the collar 5| moved to cause a second speed drive in the Fig. 2 transmission.

A dash pot |80 is mounted upon a stationaryl object, not shown. The dash pot comprises a cylinder |8I, a piston |82, and a piston rod |83. The cylinder |8| contains a quantity of fluid, preferably oil. The piston |82 is provided with metering orifice |84-, The movement of oil through the orifice I 04 acts in a well known manner to restrict or dampen movement of piston |82. The dashpot piston rod |83 is conected to the arm |34 oftorque shaft collar 6 previously referred to. The dashpot serves to ydampen the movements imparted to the transmission collar 5| by the piston I |0. When the vacuum cylinder piston rod ||2 rotates arm ||3 and through spring |35 rotates the collar ||6 to actuate the alternator ||8 and transmission collar 5|, the spring |35 permits variations to This switch movement alternates with each.

transmission speed ratio change on the shift rail 65. A vehicle speed responsive governor |69 has one outlet terminal |10 and two inlet terminals |1| and |12 and is adapted to connect the outlet terminal with one inlet terminal below a predetermined speed and with the other inlet terminal above the predetermined speed. Each inlet terminal is connected to one of the circuits referred to for switch |66. Line |13 connects governor terminal |10 with solenoid valve |09in manifold line |08. Line |14 grounds the circuit. Valve |09 is adapted to connect cylinder |01 with themanifold line |08 when energized and to close line |08 and vent cylinder |01 to atmosphere raised and clutch 22 disengaged through the occur between the piston movement and alternator or transmission collar movement. The dashpot |80 assures that such variation will occur tothe end that the transmission collar 5| is moved at a relatively slow speed while the vacuum cylinder piston is moved relatively rapidly. The dashpot ||0 has been so positioned thatmanual actuation of the transmission collar 5| through the shift control rod 82 and transmission shift lever 69. are independent of the dashpot. Manuall shifting through the dashpot would be undesirable in that an increase in the applied force and the time interval would be required by the dashpot. The driver actuation of shift vcontrol rod 82 is sufficiently slow and yielding to eliminate the requirement for a dashpot in the manual linkage.

Features of novelty disclosed but not claimed herein are more particularly described and claimed in copending applications, Serial lNum Y ber 661,298 led by Carl A. Neracher et al.; Serial Numbers 698,504 and y'755,612 filed by Maurice C. Robinson and Serial Numbers 698,451 and '155,661 led by Otto schotz, now Patent No. 2,487,482, dated November 8, 1949.

I claim:

1. In a motor vehicle having a variable speed ratio transmission, an element` associated with said wheels by said engine, automatic means to.; move said element in said first direction under predetermined conditions and in said second direction under other conditions. a dashpot operable to retard the movement of said element by said automatic means. and manual means to move said element in said rst direction and in said second direction independently of retarding action by said dashpot.

3. In a motor vehicle having a clutch and a transmission, an element associated with said transmission and adapted to change the transmission speed ratio drive when moved, a control mechanism for said element and clutch comprising a pressure differential operated motor adapted to disengage said clutch, move said element and reengage said clutch as an incident to actuation of said motor, a dashpot operable to retard the movement of said element by said motor, manual means to move said element independently of retarding action by said dashmove said element independently ofretarding pot, and manual means to disengage said clutch.

4. In a motor vehicle. a variable speed ratio transmission having two driving members, a driven member, an element adapted to move to selectively couple either of said driving members to said driven member, automatic means operable to move said element, a dashpot adapted to retard the movement of said element by said automatic means, and manual means to move said element independently of retarding action by said dashpot.

5. In a motor vehicle having a variable speed ratio transmission, a transmission element adapted tochange the transmission 'speed ratio drive when moved, a pressure diierential operated motor, control means adapted to control the actuation of said motor in response to predetermined vehicle operating conditions, said motor being operable to move said element, a dashpot controlling the movement of said element when the latter is moved in response to actuation of said motor. and manual means to move said element independently of a retarding action by said dashpot.

6. In a. motor vehicle having an engine,I driving wheels and a variable speed transmission, a movable element associated with said transmission, means to cause movement of said element in a first direction to effect one speed ratio drive of said wheels by said engine and means to cause l'ratio drive, a first means for action by said dashpot means.

7. In a motor vehicle having a variable speed ratio transmission, a movable element associated with said transmission for ch nging they speed/ anually moving said element, an automatic'means including a pressure dlierential operated motor adapted to be actuated in response to selected vehicle'operating conditions and adapted to move said element in response to\ actuation of said motor means for selectively rendering said first means or said automatic means operative to the exclusion of the other, dashpot means associated with said automatic means lto cushion the m0- tion transmitted from said motor to said element, said dashpot means being so disposed that when said first means isactuated it operates' independentlyl of a retarding action by Asaid dashpot. l,

8. In a motor vehicle having a variable speed ratio transmission, a movable efement associated with said transmission for changing Ithe speed ratiodrive thereof, a means for manually moving said element, an automatic means for moving said element, said automatic means including a pressure differential operated' motor adapted to be actuated in response to predetermined vehicleoperating conditions, dashpot means operably associated with said automatic means only and adapted to reduce shock in the movement of said element by said automatic means, and means to select either said manual means or said automatic means for moving said element and therebyfto render said dashpot means selectively operative or inoperative.

9. In a motor vehicle having a variable speed ratio transmission, a, movable element associated with said transmission and adapted to change the transmission speed ratio drive when moved, a pressure differential operated motor adapted to befactuated inresponse to predetermined vehicle operating conditions and operable to move said element as an incident to actuation of said motor, a spring interposed between said motor and said movable element and adapted to cushion the movement of said element in response to actuation of said motor, dashpot means operable to retard the movement of said element in response to actuation of said motor and manuai means to move said element independently oi the cushioning:A and retarding actions of said spring and said dashpot.

10. In a motor vehicle having a variable speed ratio transmission, a movable element associated with said transmission and adapted to eiect one speed ratio drive therein when moved in one direction and another speed ratio drive therein when moved in a second direction, automatic means including a pressure differential operated motor adapted to move said element in a rst direction underpredetermined vehicle operating conditions and in a second direction under other vehicle operating conditions. a resilient connection operably interposed between said motor and said movable element adapted to cushion the movement of said element in response to actuation) of said motor. dashpot means associated with said automatic means operable to retard the movement of said element in response to actuation of said motor and manual means to move said element in either direction independently of the cushioning and retarding actions of said resilient connection and said dashpot.

11'. In a motor vehicle having a variable speed ratio transmission, a movable element associated with said transmission and adapted to effect one speed ratio drive therein when moved in one direction and another speed ratio drive therein when moved in a second direction, auto'- matie means including a pressure differential operated motor adapted to move said element in a iirst direction under predetermined vehicle operating conditions and in a second direction under other vehicle operating conditions, a lost motion connection operably interposed between said motor and said element, dashpot means actions of said lost motion connection and said dashpot.

12. In a motor vehicle having a variable speed ratio transmission, a transmission element adapted to change the transmission speed ratio drive when moved, a pressure diierential operated motor adapted to be actuated in response to predetermined vehicle operating conditions and operable to move said element when actuated, a resilient connection operably interposed between said motor and said element, dashpot i means controlling the movement of said element when the latter is moved in response to actuation of said motor and manual means to move said element independently of the springing and retarding actions of said resilient connection and said dashpot means.

13. In a motor vehicle having a variable speed ratio transmission, an element associated with said transmission and adapted to change the transmission speed ratio drive when moved, a pressure differential operated motor adapted to be actuated under selected vehicle operating conditions and operable to move said element when actuated, a iirst rotatable member, a second rotatable member, an operative connection between said iirst member and said motor adapted`\ to rotate said iirst member in response to actuation of said motor, a spring connection between said members, a dashpot means operable to retard rotation of said second member and an operative connection between said second mem- -ber and said element.

CARL A. NERACHER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

